2014 11 Bicycle Path Data Analysis

Protected Bicycle Lanes in NYC
New York City Department of Transportation

September 2014
NEW YORK CITY (Updated
DEPARTMENT November 2014)
OF TRANSPORTATION 1
Protected Bicycle Lane Analysis
Overview
Safety
Since 2007, the New York City Department of
Transportation has installed over 30 miles of • Crashes with injuries have been reduced by 17%
protected bicycle lanes throughout the city, • Pedestrian injuries are down by 22%
including several parking protected bicycle • Cyclist injuries show a minor decrease even as bicycle volumes have dramatically
lanes on various avenues in Manhattan. The increased
following report contains an analysis of how • Total injuries have dropped by 20%
some of these Manhattan routes have • 75% decrease in average risk of a serious injury to cyclists from 2001 to 2013
impacted safety, mobility, and economic • Cyclist injury risk has generally decreased on protected bicycle lane corridors within
vitality. Routes were chosen for inclusion if this study as cyclist volumes rise and cyclist injures decrease
they had at least three years of “after” safety Mobility
data available.
• Travel speeds in the Central Business District have remained steady as protected
bicycle lanes are added to the roadway network
• Vehicle volumes on Columbus Ave were maintained
• Average peak hour taxi speeds on Columbus Ave improved by 17%, while average
peak midday speeds decreased by 8%
• First Ave travel speeds remained level through project area
• Travel times on 8th Ave improved post-implementation by an average of 14%
• Daily vehicle speeds on 8th Ave improved except during the AM peak
• Bicycle volumes on corridors within the study increased by an average of 59%
Economic Vitality & Quality of Life

• When compared to similar corridors streets that received a protected bicycle lane saw
a greater increase in retail sales
• 110 trees have been added to projects within this study area, enhancing the
neighborhood through which they run
After
• Crossing distances have been shortened anywhere between 17’ and 30’
NEW YORK CITY DEPARTMENT OF TRANSPORTATION 2
Overview
Non-Typical
Center Lanes
Side Lanes
Lanes at Complex
Intersections
After
Shared Protected Lanes
Overview
Typical: One-way Manhattan Avenues
After
Overview
• 7 miles of typical one-way avenue protected bicycle lanes now
over 3 years old
• 12 projects on six avenues
Install Year Corridor (Segments)
2007 9th Avenue (16th-23rd)

2008 9th Avenue (23rd-31st)
2008 8th Avenue (Bank-14th)
2009 8th Avenue (14th-23rd)
2009 Broadway (59-47)
2009 Broadway (33-26)
2010 1st Avenue (H-34)
2010 2nd Avenue (2-14)
2010 2nd Avenue (23-32)
2010 8th Avenue (23-34)
2010 Broadway (23-18)
2010/11 Columbus Avenue (96-77)
The following corridor analysis includes all portions of each corridor that
received the protected bicycle lane treatment. Any portion of the corridor
that did not receive the treatment was left out even if it received other
upgrades at the same time. Analysis includes segments that have three
years of after data.
Overview - Design
Design of each protected bicycle lane
looks similar but there are important
distinctions when compared to “Before”
condition
• Lane Removal (Y/N)
• Lane Narrowing (Y/N)
• Pre-Existing Basic or Buffered Bike Lane
• Remove or Curbside Rush Hour Vehicle Lane
• Major network change (Y/N)
Differences in Final Designs
• All Split-Phase Signals vs Primarily Mixing Zones
• Includes Bus Lane
• Concrete vs Painted Pedestrian Islands
After
1. Safety – 3yr After Data

Protected Bicycle Lanes with Looking at all corridors combined
3 yrs of After Data: with at least three years of after
Before vs After data, we find that:
700
-20%
600
-17% 601
• Crashes with injuries have
500
514
been reduced by 17%
Number of Injuries
484
400 426
• Pedestrian injuries are down
-22%
300
by 22%
-25% 280
200 221 220
100
166 -2% • Cyclist injuries show a minor
100 98 improvement even as bicycle
0
Crashes MV Pedestrian Cyclist Total volumes have dramatically
8th Avenue
with
Injuries
Occupant
Injuries
Injuries Injuries Injuries
increased
Before After
Protected bicycle lane projects with 3 years of after data include the following: 9th Ave (16th-31st), 8th Ave
• Total injuries have dropped
(Bank-23rd, 23rd-34th), Broadway (59th-47th, 33rd-26th, 23rd-18th), 1st Avenue (Houston to 34th), 2nd Ave
(Houston-34th), Columbus Ave (96th-77th) Note: Only sections of projects that included protected bicycle
lanes were analyzed
by 20%
Source: NYPD AIS/TAMS Crash Database
1. Safety – NYC Cycling Risk

New York City Cycling Risk
• 75% decrease in average risk of a as of 8/14/2014*
serious injury to cyclists from
2001 to 2013 In-Season Cycling
384
Indicator
Cycling Risk
Indicator
The New York City Cycling Risk Indicator is
calculated as the number of bicyclists
killed or severely injured in motor vehicle traffic
crashes, divided by the NYC
In-Season Cycling Indicator, multiplied by 100.
Sources:
NYC In-Season Cycling Indicator. The Indicator is based on weekday 12-hour counts taken
between April and October at 6 key cycling locations, indexed to the year 2000 count:
http://www.nyc.gov/html/dot/downloads/pdf/2013-isci-2-25-14.pdf
Bicyclist fatalities: NYCDOT-NYPD Reconciled Traffic Fatality Database

Bicyclist severe injuries: NYSDOT SIMS/ALIS Crash Database (as of 8/14/14) Type A injuries
reported in crashes involving bicycles.
* Preliminary Results - final numbers are subject to change
1. Safety – Individual Project Risk

• Cyclist injury risk has generally decreased on protected bicycle lane corridors
within this study as cyclist volume rises and cyclist injuries decrease
Project Corridor Miles Cyclist Risk Change

9th Avenue (16th-23rd) 0.33 -64.9%
Broadway (59th-47th) 0.60 -36.4%
1st Avenue (1st-34th) 1.62 -53.9%
2nd Avenue (2nd-14th) 0.59 -43.8%
2nd Avenue (23rd-34th) 0.54 -54.1%
8th Avenue (23rd-34th) 0.54 -2.4%
Broadway (23rd-18th) 0.25 11.2%
Columbus Avenue (96th-77th) 0.96 -37.6%
For volume and safety details for each of the above corridors see appendix
The cyclist risk measure was calculated as a relative rate of injury per cyclist during the 3-year before period and the 3-year after period. To generate the cyclist risk measure, the
number of injuries recorded in the project area over the entire investigation period was normalized by the number of cyclists measured on the facility over a 12-hour period
representative of April-October cycling conditions. The percent change of the cyclist risk measure between the before period and the after period provides the effect of the individual
project on the cyclist risk of injury. See individual project slides in appendix for data sources.
2. Mobility – Central Business District

• Travel speeds in the Central Business District have remained steady as protected bicycle
lanes are added to the roadway network
Weekday Manhattan CBD Taxi Speeds
8:00a-6:00p
Between 2009 and

2012 Manhattan saw a
9% increase in private
sector jobs, with
increases projected to
continue
Note: CBD includes all projects in study except Columbus Avenue

Source: NYC TLC – Data includes all weekday yellow taxi trips from 8am-6pm taken in the Manhattan CBD (from Bowling Green to 59th St, river to river), excludes New Year’s Day,
Memorial Day,CITY
NEW YORK Independence
DEPARTMENT Day,
OFLabor Day, Thanksgiving and Christmas.
TRANSPORTATION 10
Job Data Source: NYC Economic Development Corporation
2. Mobility – Columbus Avenue

• Vehicle volumes on Columbus Ave were maintained
Vehicle Volumes
(Columbus Ave, W 96 St to W 95 St)
1400
Average Weekday Vehicle Volume
1200
1000
800
600
400
200 AM
Peak Before After
0
1-2 pm
2-3 pm
3-4 pm
4-5 pm
5-6 pm
6-7 pm
7-8 pm
8-9 pm
5-6 am
6-7 am
7-8 am
8-9 am
9-10 am
9-10 pm
12-1pm
10-11 pm
11 am -12 pm
10-11 am
11 pm -12 am
Note: Before volume data collected June 4-10, 2010. After data collected February 23-
March 1, 2011.

2. Mobility – Columbus Avenue

• Average peak hour taxi speeds on Columbus Avenue improved by 17%, while
average peak midday speeds decreased by 8%
Columbus Average Taxi Speeds

Before vs. 3yr- After Average
18
16
14
12
Speed (mph)
10
8 Before - May 2010
6
After - May 2011, 2012,
4 AM Peak Mid Peak PM Peak 2013
12% Increase 8% Decrease 23% Increase
2
0
Note: Taxi data includes all trips that began or ended on Columbus Avenue and was collected on Tuesdays, Wednesdays, and Thursdays from 7am to 8pm in May 2010,
May 2011, May 2012, and May 2013. The before study included 620 taxi trips in May 2010, the after study included an average of 955taxi trips per year period in May
2011, May 2012, and May 2013.
2. Mobility – First Avenue

• First Avenue travel speeds remained level through project area
Average Weekday Taxi Speeds, 9am-4pm
18.0
BIKE FACILITIES
16.0 INSTALLED 2010
14.0
12.0
10.0
8.0
6.0
4.0
2.0
0.0
14th St - 23rd St 23rd St - 34th St 34th St - 40th St 40th St - 59th St
11/2009 11/2010
Source: NYC TLC – All weekday trips taken where at least 80% of trip was on stated route. Weekdays 9a-4p, November 2009 vs November 2010
2. Mobility – Eighth Avenue

• Travel times on 8th Avenue improved post-implementation by an average of 14%
Weekday Travel Times

7:12
(Eighth Ave, W 23 St to W 34 St)
-21%
6:00
6:01
4:48
-14%
4:44
Travel Time
-13% 4:20
3:36
3:38 3:43
-13%
3:10
2:24 2:47
2:25
1:12
8th Avenue
0:00
AM Peak Average (7am - 10am) Mid-day Average (10am - 2pm) PM Peak Average (4pm - 7pm) Daily Average (7am - 8pm)
Before After
Before data collected September 30 to October 1, 2009 and October 6 to October 8, 2009.
After data collected November 16 to November 18, 2010.
2. Mobility – Eighth Avenue

• Daily vehicle speeds on 8th Avenue improved except during the AM peak
8th Avenue Average Taxi Speeds

Before vs. 3-yr After Average
14
12
10
Speed (mph)
8
Before - May 2010
6
4 After - May 2011, 2012,

2013
2
AM Peak Midday Peak PM Peak
17% decrease 13% increase 13% increase
0
8th Avenue
Note: Taxi data includes all trips that began or ended on 8th Avenue and was collected on Tuesdays, Wednesdays, and Thursdays from 7am to 8pm in May 2010, May
2011, May 2012, and May 2013. The before study included 299 taxi trips in May 2010, the after study included an average of 321 taxi trips per year period in May 2011,
May 2012, and May 2013.
2. Mobility – Bicycle Volumes

• Bicycle volumes on corridors within the study increased by an average of 59%
Average Before Average After Percent
Project Corridor
Volume Volume* Change
9th Avenue (16th-23rd) 782 1291 +65%
Broadway (59th-47th) 525 1093 +108%
Broadway (23rd-18th) 1150 1473 +28%
1st Avenue (1st-34th) 787 2046 +160%
2nd Avenue (2nd-14th) 1226 1832 +49%
2nd Avenue (23rd-34th) 1627 2607 +60%
8th Avenue (23rd-34th) 1201 1307 +9%
Columbus Avenue (96th-77th) 383 577 +51%
All Corridors in Study 960 1528 +59%
*After data includes only

data collected up to three
years after project
implementation in order to
remain consistent with
safety data analysis. For
full citation of count
NEW YORK CITY DEPARTMENT OF TRANSPORTATION locations and collection16
dates see appendix
3. Economic Impact – Retail Sales

•When compared to similar corridors streets that received a protected
bicycle lane saw a greater increase in retail sales
Change in Sales
Percent Increase in Combined Sales Before vs 2-Year After Construction
50%
47%
Project Area
43% Comparison Site 1
Comparison Site 2
40%
% Increase in Sales
30%
23%
20%
20%
12%
10% 9%
0%
9th Ave (W 23- W 31st Sts) Columbus Ave (W 77- W 96 Sts)
Source: NYC DOT (December 2013), “The Economic Benefits of Sustainable Streets”. 9th Ave Comparison Site 1 = 10th Ave (16-26 Sts), Comparison Site 2 = 7th Ave (16-23
Sts). Columbus Ave Comparison Site 1 = Amsterdam Ave (77-96 Sts), Comparison Site 2 = Columbus Ave (70-77 Sts).
3. Quality of Life
•110 trees have been added to projects within this study area, enhancing
the neighborhoods through which they run
•Crossing distances shortened anywhere between 17’ and 30’

Design – 2nd Avenue (14 th Street to 23rd Street)
The
Evolution of
a Parking
Protected
Bicycle Lane
Before: Four moving lanes,
standard curbside bus lane
2010: Four moving lanes,

curbside buffered bike lane,
upgraded bus-only lane
2013: Three moving lanes,
parking protected bicycle
lane, refurbished bus lanes
NEW YORK CITY DEPARTMENT OF TRANSPORTATION
Reduction of vehicle volumes as users

apparently shifted to other modes
allowed for the 2013 upgrade:
• AM vehicle volumes (-11.8%)
• PM vehicle volumes (-15.3%)
• M15 Bus Ridership (+9%)
• Bicycle Volumes (+60%)

Final Design Elements
• Parking protected
• Mixing zones
• Painted pedestrian safety islands
• Bus only red lanes
• Bus only overhead guide signs
Painted pedestrian
safety islands
provide flexibility for
maintenance and
constructability

Appendix

9th Avenue (16 th Street to 23rd Street)

• 70’ wide Crashes w/ Injuries
• No Pre-Existing Bike Lane
• Lane Removal; Lane Narrowing -48%
• Split Phase Signals at All Turning Conflicts Bike Volume
Before
+65%
After
Left turn signal phase with bike signal on

9th Avenue
After Crash Data Source: NYPD AIS/TAMS Crash Database
NEW YORK CITY DEPARTMENT OF TRANSPORTATION Count Data: 9th Ave btwn 18th and 19th St, average of before vs after 23
12 hour counts taken between April and October
9th Avenue (23 rd Street to 31st Street)

• 70’ wide
• No Pre-Existing Bike Lane Crashes w/ Injuries
• Lane Removal
• Split Phase Signals at All Turning Conflicts -43%
Before
After
Left turn signal phase with bike signal on

9th Avenue
After
Crash Data Source: NYPD AIS/TAMS Crash Database
24
8th Avenue (Bank Street to 14 th Street)

• 56’ wide
• Pre-Existing Buffered Bike Lane Crashes w/ Injuries
•
•
No Lane Removal; No Lane Narrowing
Split Phase Signals at All Turning Conflicts
-4%
Before
After
8th Avenue at Bleecker Street
NEW YORK CITY DEPARTMENT OF TRANSPORTATION Crash Data Source: NYPD AIS/TAMS Crash Database 25
8th Avenue (14 th Street to 23rd Street)

• 70’ wide
• Pre-Existing Buffered Bike Lane Crashes w/ Injuries
• Part-Time Lane Removal; Lane Narrowing
• Split Phase Signals at All Turning Conflicts -20%
Before
After
8th Avenue at 19th Street
NEW YORK CITY DEPARTMENT OF TRANSPORTATION Crash Data Source: NYPD AIS/TAMS Crash Database 26
8th Avenue (23 rd Street to 34th Street)

• 70’ wide Crashes w/ Injuries
• Pre-Existing Bike Lane
• No Lane Removal; Lane Narrowing
-2%
• Primarily Mixing Zones Bicycle Volumes
Before
+9%
After
8th Avenue at 26th Street

NEW YORK CITY DEPARTMENT OF TRANSPORTATION Count Data: 8th Ave btwn 28th and 29th St, average of before vs after 27
1st Avenue (1 st Street to 34th Street)

• 70’ wide
Crashes w/ Injuries
•
•
Lane Removal
Primarily Mixing Zones
-7%
• Exterior Bus Lane Bicycle Volumes
Before
+160%
After
1st Avenue at 6th Street

NEW YORK CITY DEPARTMENT OF TRANSPORTATION Count Data: 1st Ave btwn St Marks Pl and 9th St, average of before vs 28
after 12 hour counts taken between April and October
Columbus Avenue (96 th Street to 77th Street)

• 60’ Wide Crashes w/ Injuries
• No Lane Removal; Lane Narrowing -27%
• Primarily Mixing Zones Bicycle Volume
Before
+51%
After
Mixing zone on Columbus Avenue

NEW YORK CITY DEPARTMENT OF TRANSPORTATION Count Data: Columbus Ave btwn 90th and 91st St, average of before 29
vs after 12 hour counts taken between April and October
2nd Avenue (2 nd Street to 14th Street)

• Lane Removal -4%
• Primarily Mixing Zones
Bicycle Volume
• Exterior Bus Lanes
Before
+49%
After
2nd Avenue at 10th Street

NEW YORK CITY DEPARTMENT OF TRANSPORTATION Count Data: 2nd Ave btwn St Marks Pl and 9th St, average of before 30
vs after 12 hour counts taken between April and October
2nd Avenue (23 rd Street to 34th Street)

• Lane Removal; Lane Narrowing -7%
Bicycle Volumes
• Upgraded Exterior Bus Lane
Before +60%
After
2nd Avenue at 28th Street

NEW YORK CITY DEPARTMENT OF TRANSPORTATION Count Data: 2nd Ave btwn 22nd and 21st St, average of before vs after 31
Broadway (47 th Street to 59th Street)

• Split Phase Signals at All Turning Conflicts Bicycle Volume
• Major Traffic Network Change
Before +108%
After
Broadway

NEW YORK CITY DEPARTMENT OF TRANSPORTATION Count Data: Broadway btwn 50th St and 51st St, average of before vs 32
Broadway (26 th Street to 33rd Street)

• 41’ Wide
Crashes w/ Injuries
• Lane Removal
•
•
Split Phase Signals at All Turning Conflicts
Major Traffic Network Change
-45%
Before
After
Broadway at 29th Street
Crash Data Source: NYPD AIS/TAMS Crash Database 33

Broadway (18 th Street to 23rd Street)

• Major Traffic Network Change Bicycle Volume
Before
+28%
After
Broadway at 20th Street

NEW YORK CITY DEPARTMENT OF TRANSPORTATION Count Data: Broadway btwn 18th and 19th St, average of before vs 34

2014 11 Bicycle Path Data Analysis

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Protected Bicycle Lanes in NYC

New York City Department of Transportation

Economic Vitality & Quality of Life

2007 9th Avenue (16th-23rd)

1. Safety – 3yr After Data

1. Safety – NYC Cycling Risk

Bicyclist fatalities: NYCDOT-NYPD Reconciled Traffic Fatality Database

1. Safety – Individual Project Risk

Project Corridor Miles Cyclist Risk Change

2. Mobility – Central Business District

Between 2009 and

Note: CBD includes all projects in study except Columbus Avenue

2. Mobility – Columbus Avenue

NEW YORK CITY DEPARTMENT OF TRANSPORTATION 11

2. Mobility – Columbus Avenue

Columbus Average Taxi Speeds

2. Mobility – First Avenue

2. Mobility – Eighth Avenue

Weekday Travel Times

2. Mobility – Eighth Avenue

8th Avenue Average Taxi Speeds

4 After - May 2011, 2012,

2. Mobility – Bicycle Volumes

*After data includes only

3. Economic Impact – Retail Sales

•Crossing distances shortened anywhere between 17’ and 30’

NEW YORK CITY DEPARTMENT OF TRANSPORTATION 18

Design – 2nd Avenue (14 th Street to 23rd Street)

2010: Four moving lanes,

Design – 2nd Avenue (14 th Street to 23rd Street)

Reduction of vehicle volumes as users

Design – 2nd Avenue (14 th Street to 23rd Street)

NEW YORK CITY DEPARTMENT OF TRANSPORTATION

NEW YORK CITY DEPARTMENT OF TRANSPORTATION 22

9th Avenue (16 th Street to 23rd Street)

Left turn signal phase with bike signal on

9th Avenue (23 rd Street to 31st Street)

Left turn signal phase with bike signal on

8th Avenue (Bank Street to 14 th Street)

8th Avenue at Bleecker Street

8th Avenue (14 th Street to 23rd Street)

8th Avenue at 19th Street

8th Avenue (23 rd Street to 34th Street)

8th Avenue at 26th Street

Crash Data Source: NYPD AIS/TAMS Crash Database

1st Avenue (1 st Street to 34th Street)

1st Avenue at 6th Street

Columbus Avenue (96 th Street to 77th Street)

Mixing zone on Columbus Avenue

2nd Avenue (2 nd Street to 14th Street)

2nd Avenue at 10th Street

2nd Avenue (23 rd Street to 34th Street)

2nd Avenue at 28th Street

Broadway (47 th Street to 59th Street)

Crash Data Source: NYPD AIS/TAMS Crash Database

Broadway (26 th Street to 33rd Street)

Broadway at 29th Street

Crash Data Source: NYPD AIS/TAMS Crash Database 33

Broadway (18 th Street to 23rd Street)

Broadway at 20th Street

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